Brake mechanism.



E. A. DIETERICH.

BRAKE MECHANISM.

APPLICATION FILED MAR.24| 1915- 13259595, Patented May 8,1917.

5 SHEETSSHEET I.

WITNESSES INVENTOB Edward A Dsei'enoh A TTOR/VEVS E. A. DIETERICH.

BRAKE MECHANESM.

APPLICATION FILED MAR.24.1915.

Patented May 8, 1917.

5 SHEETS-SHEET 2.

wNlllTilllllllhll WITNESSES A4 J. fly W /NV E/VTOR Edward A.D|eferi h BYk I I ATTORNEYS TSRS can Pnam-un E 'A. DIETERICH.

BRAKE MECHANISM.

APPLICATION FILED MAR. 24, I915- Patented May 8, 1917.

5 SHEETS-SHEET 3.

Edward A. D28

WITNESSES AAJ/LW ug f E. A. DIETEBICH.

BRAKE MECHANISM.

APPLICATION FILED MAR. 24. I9I5.

Patented May 8, 1917.

5 SHEETS-SHEET 4.

I== f Cl GF F iFS cl C3 g I IIIIIII;I| I,

WITNESSES III/VE/VTOR MJMZQ EdwardADierer ch A TTOR/VEYS E.A.,D|ETERICH.

BRAKE MECHANISM.

APPLICATION FILED MAR. 24, 1915.

L fifi fia Patented May 8, 1917.

5 SHEETSSHEET 5.

My: 22 i 5 Edward ADiefer'ch BY 1 I ATTORNEYS @FFTQE.

EDWARD A. DIETERICH, OF NEW YORK, N. Y.

BRAKE MECHANISM.

Specification of Letters Patent.

Patented May 8, 191?.

Application filed March 24, 1915. Serial No. 16,736.

To all whom it may concern Be it known that I, EDWARD A. DIET- ERTCI-I,a citizen of the United States, and a resident of the city of New York,borough of the Bronx in the county of Bronx and State of New York, haveinvented a new and Improved Brake Mechanism, of which the following is afull, clear, and eXact description.

The object of the invention is to provide a new and improved brakemechanism more especially designed for use on automobiles and othervehicles and devices and arranged to insure a quick and graduatedapplication of the vehicle brake in an exceedingly economical manner andwithout producing undesirable vibrations.

In order to accomplish the desired result, use is made of a. springmotor connected with the vehicle brake for applying the same, and apower-driven motor for winding up the spring of the spring motor forutilizing the power of the spring for the application of the vehiclebrake the application being wholly independent of the powerdriven motoror the consumption of the motive agent for driving the power drivenmotor.

A practical embodiment of the invention is represented in theaccompanying drawings forming a part of this specification, in whichsimilar characters of reference indicate corresponding parts in all theviews.

Figure 1 is a plan view of the brake mechanism as applied to anautomobile;

Fig. 2 is a diagrammatic view of the electrical connections;

Fig. 3 is a longitudinal central section of the brake mechanism on theline 33 of Fig. i;

Fig. iis a sectional plan view of the same;

Fig. 5 a sectional plan view of the limit switch, the section being onthe line of Fig. 6;

Fig. 6 is a sectional side elevation of the same on the line G-G of Fig.5;

Fig. 7 is a cross section of the spring motor and connections, thesection being on the line 7-7 of Fig.

Fig. 8 is a cross section of the clutch mechanism for connecting thepower-driven motor with the gearing for the spring motor, the sectionbeing on the line 8-8 of Fig. 3;

Fig. 9 is a cross section of the governor controlled by the power-drivenmotor, the section being on the line 99 of Fig. 3;

v Fig. 10 is a cross section of the limit switch, the section being onthe line 10-10 of Fig. 6;

Fig. 11 is a sectional side elevation of the planetary gear and brakefor the spring motor, the section being on the line 1111 of Fig. 7

Fig. 12 is an enlarged sectional side elevation of the pedal-controlledswitch for the power-driven motor, the section being on the line 1212 ofFig. 13; and

Fig. 13 is a plan View of the same with part of the cover broken out.

The vehicle A shown in outline in Fig. 1 is provided with the usualvehicle brake B connected with the rear wheels A to brake the same forstopping or slowing up the vehicle whenever it is desired to do so bythe chaufieur or driver of the vehicle. The vehicle brake B iscontrolled by a spring motor C provided with a casing C attached to thechassis or framework A of the vehicle A. The spring motor 0 iscontrolled by a power-driven motor D, preferably a reversible electricmotor of any approved construction.

The spring motor C is arranged'as follows: In the casing C is journaleda shaft C on which is secured the inner end of a helical spring C (seeFig. 7 having its outer end attached to the casing C, as indicated inFig. 3. One outer end of the shaft C is provided with an arm E connectedwith the brake rod B of the vehicle brake B so that when the spring Cunwinds and turns the shaft C in the direction of the arrow a (see Fig.3) then the arm E pulls on the brake rod B to apply the vehicle brake B.On the shaft C within the casing C is secured a gear cage F on which arejournaled pinions F in mesh with an integral gear wheel F mounted torotate loosely on the shaft C and journaled in the casing C. The pinionsF are attached to or form part of gear wheels F in mesh with a gearwheel F formed or secured on the hub of a worm wheel F loose on theshaft and in mesh with a worm F secured or formed on a worm shaft Fjournaled in suitable bearings arranged on the casing C, as plainlyindicated in Fig. 3. The internal gear wheel F previously mentioned alsoforms a brake wheel and for this purpose its rim F is engaged by a brakeband G secured at one end G tothe casing C and having its other end Gconnected by a strap G with a lever G extending transversely andfulcrumed at G on the casing C. The free end of the lever G is pressedon by one end of a spring G abutting at its other end on a screw G heldadjustable in the casing G to permit of regulating the tension of thespring G. When the lever G- is in normal position it exerts a pull onthe brake band G to hold the wheel F against turning. In casethe springC is wound up and the brake band G is released by the lever G swingingrearwardly inthe direction of the arrow 1) then the spring C of thespring motor is released and turns the shaft C with a view to apply thevehicle brake B as previously mentioned. When it is desired to wind upthe spring C the brake band G is drawn tight on the wheel F to hold thelatter against rotation while rotating the shaft F so that the rotarymotion of this shaft F is transmitted by the worm F worm wheel F gearwheels F F and pinions F to the cage F to turn the latter and with itthe shaft G to wind up the spring C It is understoodthat the pinions Fare caused to travel around on the internal gear wheel F- heldstationary at the time by the brake band Gr so that the cage F is causedto travel around to turn the shaft C for winding up the spring C asabove explained. It is also understood that the gearing described is aplanetary gearing for driving the shaft 0 from the worm shaft F, and theplanetary gearing permits unwinding of the spring C whenever the rim Fof the wheel F is released by the brake band G.

The worm. wheel shaft F7 is in axial alinement with the shaft D of thepower, driven motor D, as plainly shown in Fig. 3, and on a polygonalportion F of the worm shaft F is mounted to slide and rotate with theshaft F a clutch member H pressed on by one end of the spring H restingwith its other end on the adjacent end of the worm F. The clutch memberH is in mesh with a clutch member I mounted to turn with and to slidelengthwise on a polygonal portion D formed on the motor shaft D. Theclutch member I also engages a clutch member J formed on a sleeve Jmounted to slide loosely on the motor shaft D forming part of acentrifugal governor J". The sleeve J has the front portion J 3 madepolygonal (see Fig. 9) and on this polygonal portion is mounted looselya frame J normally abutting the arrow 6" to release the brake band G onthe rim F of the near wheel F as previously explained. VVhen the motor Dis stopped and the arms J 5 of the govers nor J return to normal restingposition then the spring Gr imparts a return swinging movement to thelever G in the inverse direction of the arrow 5 to return the sleeve Jand with it its clutch member J.

By reference to Fig. 4, it will be noticed that the teeth of the clutchmember I in engagement with the clutch member J are arranged reverselyfrom the teeth of the clutch member I engaging the clutch member H. Thuswhen the motor D is rotated in the direction of the arrow 0 the clutchmember I carries the clutch member J along and in doing so the weightedarms J fly outward and their lugs J 6 now push the sleeve J rearward forimparting a swinging motion to the lever G as previously explained.VVhenthe motor D is stopped, the arms J 5 return to normal inactiveposition with the weights of the arms J resting on the peripheral faceof the sleeve J. It is understood that when the motor D runs in thedirection of the arrow 0 then the teeth of the clutch member I glideover the teeth of the clutch 111cm- 13 her H and consequently the wormshaft F is not rotated. \When the motor is rotated in the direction ofthe arrow cl, that is, in

the inverse direction of the arrow 0 then the clutch member I does notturn the clutch member J but turns the clutch member H' and with it theshaft F and the worm F and the rotary motion of the worm F istransmitted to the shaft C as previously explained, whereby the spring Cis wound up, it being understood that during this winding up operationthe wheel F is held against rotation by the action of the brake band Gheld tight around the rim F by the lever G pressed forwardly by itsspring G In order to prevent the governor J 2 from accidentally rotatingat the time the motor D is driven in the reverse direction, that is, inthe direction of the arrow d, use is made of a spring-pressed dog K (seeFig. 9) fulcrnmed at K on the motor casing D and pressed on by a springK to allow the dog K to swing in one direction by the action of theframe J of the governor rotating in the direction of the arrow 0.

When

ilo

the shaft I), however, rotates in the direction of the arrow (Z then thedog K holds the frame J' against turning, as will be readily understoodby reierence to Fig. 9, The swinging movement of the dog K in an upwarddirection is limited by a stop pin K held on the motor casing D-.

In order to automatically cut out the power-driven motor D after thevehicle brake B is fully released use is made of a limit switch L,preferably located in the lower portion of the motor casing D andarranged as follows, special reference being had to Figs. l, 5, (3 and10: On the arm E is pivoted a forwardly extending rod L mounted to slidelengthwise in the lower portion of the casing D". The rod L is providedwithin the casing D with a polygonal portion L (see 10) on which ismounted to slide a rack L in mesh with a pinion L journaled in thecasing D The pinion L is in mesh with a pinion L and on the pinions Land L are secured contact arms N and N provided at their free ends withinsulated contacts U and N connected by wires U and 0 with the reversecircuit of the motor D. The contacts N and N are of the spring snapswitch type, that is, the contact N is in the form of two spring armsbetween which is adapted to pass the arrow head of the other contact Nand the contact N is provided with a binding post ll slidable in abushing N secured in the end N of the corresponding arm N and which endN is made of an insulating material. The bind ing post N is pressed onby a spring N resting with one end on the bushing hi and pressing withits other end against a clamping means N held on the outer end of thebinding post and to which clamping means N the wire 0 is attached. Theother contact N is held fixed in the end N of the arm N and which end isof an insulating material. When the arms N and N swing toward each otherthe contacts N N move into engagement one with the other, and when thearms N and N swing from each other the spring N is compressed until thetension of the spring overcomes the resilient force of the engagedcontacts N N to quickly pullthe latter out of engagement and thus breakthe reversing circuit oi the motor I). 7

By this arrangement the gap betwee the contacts N l is quickly made su'liciently large to prevent arcing across the said con tacts.

The front end or the rack L abuts against an arm P attached to the rod Land on the arm P is secured a rod P extending loosely through a lug Lheld on the rack L A. spring P is coiled on the rod P and abuts with itsrearward end on a nut P screwing on the outer end or", the rod. P. Theother end of the spring P presses against the lug L so that v. lien therod L moves forwardly in the direction of the arrow 6 (see Fig. 5) thenit carries along the arm P whereby the spring P pressing on the lug Lcarries along the rack L to rotate the gear wheels L L", with a View toimpart a swinging motion to the contact arms N and N whereby thecontacts N i move in engagement with each other. By arranging the rod Pand spring P as described, the rod L may move farther forward after thecontacts N N are in engagement with each other without danger ofinjuring or breaking any one of the parts as the spring I is merelycompressed on further forward movement oi the rod L. It will be noticedthat by the arrangement described, very little movement on the part ofthe rod L is required to move the contacts N and N into engagement witheach other to close the motor circuit. When the brake B is released, therod L moves in the inverse direction of the arrow 0 and the rack Lreturns and in doing so it causes the arms N and N to swing apart tomove the contacts N N out of engagement thereby breaking the circuit forthe motor D, as above explained.

The controlling switch Q for the motor D is arranged as follows, specialreference being had to Figs. 12 and 13: The casing Q of the controllingswitch Q is attached to the bottom A of the chassis A and in the casingQ is j ournaled a. shaft R on one outer end of which is secured a pin Ron which is mounted to swing sidewise a pedal R un der the control ofthe foot of the chauffeur in charge of the vehicle. The spring Rattached to the casing Q, engages the shaft R to normally hold the pedalR in uppermost position. On the top of the casing Q is secured a keeperQ adapted to be engaged by the pedal B when the latter is swung sidewisetoward the casing to hold the pedal R against swinging in an up or downdirection. On the shaft R within the casing Q is secured a post Sprovided with a block S of hard rubber or other insulating material, andthis block is provided with oppositely disposed contact plates S Sadapted to make contact with spring-pressed contacts T and T connectedwith the circuit wires 0 and O for the motor, the shaft R beingconnected with the return circuit wire also of the circuit for themotor, as plainly indicated in Fig. 2. When the pedal E is in normalposition, that is, out of engagement with the keeper Q and in upper mostposition by the action or" the spring R then the contact S is inengagement with the contacts T to close the circuit for the motor D witha view to run the latter in the direction of the arrow d. When it is desired to reverse the motor, pedal 1& is

pressed downward to impart rocking mo tion to the shaft R with a View tomove the contact S out of engagement with the contact T and to move thecontact S into engagement with the contact T to reverse the motor, thatis, to run the same in the direction of the arrow 0. It is understoodthat the pole-changing switch described may be of any approvedconstruction and T do not limit myself to the one shown and described..t is understood that when the pedal R is pressed half way downward andswung sidewise into engagement with the keeper Q then the contacts U2, Sare in intermediate position, that is, out of engagement with the polecontacts T and T so that the circuit is broken and the motor I) cannotbe started. This arrangement is especially serviceable when thechauffeur leaves the car so as to prevent the motor from starting, orreleasing the vehicle brake or rewinding the spring. It is understoodthat the contacts T and T are connected with a suitable source ofelectrical energy, as indicated in Fig. 2, to supply the motor D withelect al energy. w '3 n The operation is as follows:

Normally the power-driven motor D is at rest and the spring C of thespring motor C is held against unwinding by the brake band G being drawntight around tie rim F by the action of the spring-pressed lever G Whenit is desired to apply the vehicle brake B then the operator presses thepedal R to move the contacts S and T in engagement with each other thusclosing the circuit for the power-driven motor D to rotate the latter inthe direction of the arrow 0" The rotary motion of the shaft 1) of thepower-driven motor D is transmitted by the clutch member I to the clutchmember J of the governor J to rotate the latter and thus cause theweighted arms J to swing outward by centrifugal force. V-Jhen this takesplace the lugs J engage the sleeve J and push the same rearwardlywhereby a swinging movement is given to the lever G in the direction ofthe arrow 7) to release the brake band G and consequently the springmotor G to allow the spring C thereof to unwind and in doing so turn theshaft The rotary motion of the shaft C causes the arm E to impart aforward movement to the brake rod B to apply the vehicle brake Theswinging movement given to the arm E causes the rod L to move in thedirecti on of the arrow 0 so that the arm P moves the rack L in the samedirection whereby he arms N and N are caused to s *i toward each otherthus moving the contacts N N in engagement with each other to close thecircuit for the limit switch ll. It is understood that a further turningof the shaft C allows the rod L to move farther forwardly in thedirection of the arrow 6 without affecting the contacts N N owing to thespring connection between the rod L and the rack L as above explained.From the foregoing it will be noticed that the power-driven motor D isused to release the wound-up spring G for the latter to apply the brakeby its power and wholly irrespective of the power-driven motor 1)., Whenthe-power-driven motor D is stopped by the operator returning the pedalBE to neutral position, the governor arms J swing back to their positionof rest and the sleeve J is new pushed forward by the action of thespring-pressed lever G which also draws the brake band G tight aroundthe rim F of the wheel I, thus allowing the spring C to hold the vehiclebrake applied until released. When it is desired to release the vehiclebrake B then the operator allows the pedal R to swing into an upwarddirection to connect the contacts S and T with each other to close thecircuit for rotating the power-driven motor 1) in a reverse direction,that is, in the direction. of the arrow d.

When this takes place, the rotary motion of the shaft 1) is transmittedby the clutch member I to the clutch member H to rotate the worm shaftF". The rotary motion of this worm shaft F is transmitted by theplanetary gearing to the shaft C to wind up the spring G it beingunderstood that the wheel F is held against rotation by the brake band Gdrawn tight around the rim F of the said wheel F as above explained. Areturn movement of the shaft C causes a rearward swinging of the arm Ewhereby the rod L is moved rearward in the inverse direction of thearrow 6 and consequently the rack L is moved in the same direction tocause the arms N and N to swing from each other so that the contacts Nand N move quickly out of engagement to suddenly break the circuit forthe power-driven motor D at the limit switch L.

From the foregoing it will be seen that by the arrangement described thevehicle brake B can be quickly applied on rotating the power-drivenmotor D in the direction of the arrow 0 and the vehicle brake can bequickly released and the spring C rewound on rotating the power-drivenmotor D in the reverse direction. that is, in the direction of the arrowcZ. After the brakes have been applied. and it is necessary for theoperator to leave his seat in the vehicle then the operator, prior todoing so, swings the pedal B into locked position in the keeper Q? toprevent the power-driven motor D from being rotated in either thedirection 0 or in the reverse direction.

By applying the vehicle brake with the power of the spring C and withoutflexible connections and wholly independent of the power of the motor D,it is evident that vibrations are reduced to a minimum.

By providing both a limit switch L and a foot-controlled controllingswitch Q the operator does not need to release the steering wheel at anytime, and when the pedal R is released the circuit is automaticallybroken as soon as the vehicle brake B is fully released through theaction of the limit switch L. By this arrangement the car brake isalways in released position when the controlling pedal R is in releasedposition.

Although I prefer to release the spring motor in the manner set forth,it is evident that any other manual or power means may be used forreleasing the spring motor whenever it is desired to do so.

It is also to be distinctly understood that the limit switch L can bedispensed with and the controlling switch Q so arranged that the brakingdevice for the spring motor can be operated by hand or foot.

In practice, the shaft C of the spring motor oscillates but a shortdistance (about one quarter) revolution when applying the vehicle brakeB, and a like return oscillation is given to the said shaft forrewinding the spring G which latter is always under more or lesstension.

It will be noticed that .by tliis arrangement the operator bycorrespondingly actuating'the pedal R can quickly apply and release thevehicle brake 13.

Having thus described my invention, I claim as new and desire to secureby Letters Patent:

1. In combination, a spring motor, a reversible power-driven motorconnected with the said spring motor for winding up the spring thereof,a brake for the spring motor, and releasing means for releasing thebrake of the spring motor, the said releasing means being operated byreversing the said powerdriven motor.

2. In combination, a spring motor, a brake for the said spring motor, areversible power-driven motor mechanism connecting the power-drivenmotor with the said spring motor for winding up the spring motor, andmeans for connecting the power driven motor with the said brake for thespring motor for releasing the latter on reversing the power-drivenmotor.

3. In combination, a spring motor, a spring motor brake for the saidspring 1notor and provided with a spring-pressed lever for normallyholding the said spring motor brake applied to stop the spring motor, apower-driven motor, a governor means for controlling the governor fromthe said power-driven motor and means actuated by the governor forcontrolling the said lever.

4. In combination, a spring motor, a reversible power-driven motor, agearing connected with the said spring motor, a clutch mechanism forconnecting the said powerdriven motor with the said gearing when thedriven motor is running in one direction, to wind up the spring of thespring motor, a spring motor brake for the said gearing, and a governorconnected by the said clutch mechanism with the said power-driven motorwhen the latter is running in the other direction, the said governorcontrolling the said spring motor brake.

5. In combination, a. spring motor, a

' brake for the spring motor, a reversible power-driven motor, mechanismfor connecting the power-driven motor with the said brake and controlledby the said powerdriven motor, when running in one direction, forreleasing the brake of said spring motor, and mechanism for connectingthe power-driven motor with the spring motor, and controlled by the saidpower-driven motor when running in a reverse direction, for winding upthe spring of the said spring motor.

6. In combination, a spring motor, a brake for the spring motor, areversible power-driven motor, mechanism controlled by the saidpower-driven motor when running in one direction, for releasing thebrake of said spring motor, mechanism controlled by the saidpower-driven motor when running in a reverse direction, for winding upthe spring of the said spring motor, and a limit means controlled by thesaid spring motor for stopping the power-driven motor.

7. In combination, a spring motor, a brake mechanism for the springmotor, a reversible power-driven motor mechanism controlled by the saidpower-driven motor when running in one direction for releasing the brakemechanism of the spring motor, mechanism controlled by the saidpowerdriven motor when running in a reverse direction for winding up thespring of the said spring motor, and a manually controlled controllingdevice for the said reversible power-driven motor to stop and start thepower in either direction.

8. In combination, a spring motor, an internal gear wheel mountedloosely on the shaft of the spring motor and forming a brake wheel, abrake for preventing the said brake wheel from turning, gearing forwinding up the spring motor at the time the brake is applied, the saidgearing including pinions in mesh with the said internal gear wheel andtraveling around the same when the gearing is actuated to wind up thespring, and means for releasing the said brake, to allow the springmotor to eXert its power.

9. In combination, a spring motor, an internal gear wheel mountedloosely on the shaft of the spring motor and forming a brake wheel, abrake band for preventing rotation of said brake wheel, gearing forwinding up the said spring motor at the time the brake band is appliedto the brake wheel, a power driven motor for actuating the gearing, thesaid gearing including pinions in mesh with the internal gear wheel andtraveling around the same when the gearing is actuated to wind up thespring of the motor, and means for releasing the said brake band toallow the spring motor to exert its power independent of the said powerdriven motor.

10. In combination, a spring motor, a gearing for winding up the saidspring motor and provided with a brake mechanism, an electric motor fordriving the said gearing, a governor, and a clutch mechanism havin onedriven clutch member driven by the said electric motor and two clutchmembers controlled by the said driven member and connected respectivelywith the said gearing'and the said governor.

11. In combination, a spring motor, a gearing for winding up the saidspring motor and provided with a brake mechanism, an electric motor fordriving the said gearing, the brake mechanism being pro vided with aspring-pressed lever, a gov ernor controlling the said lever, and aclutch mechanism controlled by the said electric motor on reversing thelatter for actuating the said governor to cause the said lever torelease the said brake mechanism.

12. In combination, a spring motor, a gearing for winding up the saidspring motor, a brake mechanism for the said gearing and having aspring-pressed lever, a reversible electric motor, a governorcontrolling the said lever, and' a clutch mechanism controlled from thesaid electric motor and adapted to connect the latter withthe saidgearing and the said electric motor with the said governor.

13. In combination, a spring motor, a gearing for winding up the saidspring motor, a brake mechanism for the said gearing and having aspring-pressed lever, a reversible electric motor, a governor controlling the said lever, a clutch mechanism controlled from the saidelectric motor and adapted to connect the latter with the said gearingand the said electric motor with the said governor, and a limit switchfor the circuit of the said electric motor and controlled by the saidspring motor.

14:. In combination, a spring motor, a gearing for winding up the saidspring motor, a brake mechanism for the said gearing and having aspring-pressed lever, a reversible electric motor, a governorcontrolling the said lever, a clutch mechanism controlled from the saidelectric motor and adapted to connect the latter with the said EDWARD A.DIETERICH.

Witnesses W'ALTER L. WILSON, PATRICK F. FOLEY.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

